Railway-traffic-controlling apparatus



April 3, 1928.

1,664,469 H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING ,APPARATUS 2 Sheets-$heet 1 Filed Aug.11, 1926 April 3, 1928. 1,664,469

H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug-l1, 1926 2 Sheets-Sheet 2 INVENTOR Patented Apr. 3, 1928.

UNITED v 1 1,664,469 r 'rsnr foe-rice.

HOWARD A. rnonrson, or EDGEWOOD' ORO GH, I

nnron'swrrcn & srennnconrany, or SWISSVALRIENNSYLVANIA, A CORIPQRAQ 'IION OF PENNSYLVANIA.

IBENNSYLVANIA, ASSIGNOB TO THE RAILWAY-TBAFFIC-CQNTROLLING Arena-Arcs.

Application filed August 11, 192

My invention relates to railway .trafiic controlling apparatus, and particularly to apparatus of the type comprising traincarried governing means controlled by energy received from the trackway. More particularly my presentinvention relates to the trackway portion of such apparatus.

i will describe one form'of trackway apparatus'embodying my invention; and will then point out the novel features thereof in claims. 7'

In the accompanying and 2 are diagrammatic views, which when placed end to end with Fig. 1 on the left, illustrate one form of trackway apparatus embodying my invention.

Referring to the drawings, the reference characters 1 and" 1 designate the track rails of a stretch of railway track over which traffic at times moves in both directions. These track rails are divided, by means of insulated joints 2, into a plurality of successive sections, A-B, B-C, C-D, DE, E-F, FG,G-H, etc. It will .be' seen drawings Figs; 1

' that certain of these track sections, such as A-B, DE and G-H are comparatively short and that these shorter sections, which I will hereinafter term reset sections, divide, the rest of the trackinto a plurality of blocks each comprising two track sec tions; The stretch of track therefore comprises alternately disposed blocks and reset sections. v

Each section in each of the blocks intermediate the reset sections is provided with a track battery designated by the reference character and, connected across the rails adjacent one end of the section, and with a track relay designated by the reference character R with a suitable distinguishing exponent connected across the rails adjacent the opposite end of such section. It will beseen, therefore, that each such section is provided with a track circuit including a track battery i, a track relay R, andtherails of the associated section in series.

Each reset section is also provided with a track circuit but the source of track circuit current for each reset section is a'transformerdesignated by the reference character U with a suitable distinguishingfexponent and haying its terminals connected from the right-hand end of rail 1 to the left-hand end of rail v1*. of the correspondingsect-ion. The

the reference character track rails.

,ularly' to relay Serial No. 128,594.

usual impedance 7 is interposed between the secondary 5 of each transformer U and a rail of the corresponding secton. Each reset section is'further provided with a track relay responsive to alternating current supplied thereto and lesi-gnated 1n the drawing by p with an exponent corresponding to the location. Each relay K has its terminals connected with the lefthand end of rail 1 and the right-hand end of rail 1 of the corresponding reset'section. Referring particularly to section D 11, it will be seen that when alternating current is supplied to primaryb of transformer-U,

current flows from the secondary 5 of this transformer, through impedance 7 and rail 1 of section DE to relay K and thence through rail hand terminal of the transformer U It will be plain from'the drawing that current thus supplied to the rails of section D-E flows through the rails of the section in series in such manner that the current flows in the same direction at an instant in both Associated with each track relay K is a repeater relay designated by the reference character P with an exponent corresponding tothe location. The control of each relay P will be described in detail hereinafter. \Vhen relay P is dc-energized, primary '6 of transformer U is supplied with'alternating current from secondary 8 of a line transformer T' over back contact 79 of relay l.- The primary 9'of transformer '1 is constantly supplied with alternating current from a suit-able source such asan alternator Mover line wires 3 and 3f.

The control of each of the remaining transformers U. by an associated repeater relay P is similar tothecontrol of transformer U by relay P Associated with each direct current track relay R is a slow releasing line relay and a 1 of the section to the leftstick relay designated bythe reference chara'cters J and S,-respectivcly, with exponents corresponding to the location. The line relays and stick relays are at times supplied with energy from batteries eachdesignated by the reference character Q with a suitable 1 distinguishing exponent. Referring partic- J this relay is provided with a circuit which may be traced from battery through wires 16, 17 and 18,

front contact 19 of relay J wires 20 and 21, front contact 22 of relay, R, wire 23, back contact 24 of relay S w1re 25, back cont-act 26 of relay K wire 27, front con tact 28 of relay P wire 29, front contact 30 of relay R wire 31, winding of relay J and common wire 15, back Relay J is, therefore, energized only when relays J R', P and R are energized and when relays S and K are de-energized. The circuit just traced is provided with a branch which may be traced from battery Q}, through wires 16, 32 and 33, front'contact as of relay S and wire 35 to wire 21. When relay S is energized, therefore, to close the circuit through this branch, front contact 19 of relay J H is eliminated from the control of relay J The circuit for relay J is provided with a second branch which passes from wire 25, through front contact 26 of relay K wire 36, and back contact 28 of relay P to wire 29. The circuit first traced for relay J required relay K to be deenergized and relay P to be energized. By virtue of the branch just traced, however, a circuit is completed for relay J when relay K is energized and relay P is tie-energized. j I

The circuits for each of the remaining relays J are similar to those just traced for relay J and will be understood from the drawing without further explanation.

Relay P is provided with a circuit which passes from battery Q through wires 37, 38, 39 and 60, front contact 61 of relay J wire 62, front contact 63 of relay J wire 64, winding of relay P and common wire 15 back to battery QP. Relay P is therefore energized only when both line relays J and J for the adjacent sections are energized. When either of these relays is open, relay P lecomes de-energized, thereby closing at back contact 79 thereon the circuit for the primary 6 of transformer U and supplying alternating current to the rails of section Dl*l as explained liereinbefore. 7

Each of the remaining relays l is controlled by the adjacent relays J in the same manner as just explained in connection with the control of relay P by relays J and J.

The stic relay S is provided with a pickup circuit from battery Q through wires 37, 38 and 39, back contact 40 of relay J wires 41 and 42, back contact 413 of relay R wire 44:, back contact 45 of relay K wire 4-6,,back contact 47 of relay P wire 48, front contact d9 of relay R wire 50, front. contact 51 of relay J wires 52 and 553, winding of relay S and common wire 15, back LO battery Q. This pick-up circuit is closed only when relays and J are energized anl when relays J R K and P are de-energized. lVhen relay R becomes tie-energized, the pick-up circuit for to battery Q 7 relay S is opened, but a stick circuit is then I closed for relay S from battery Q, over wires 37, 38, and 54, back contact 55 of relay J wires 56 and 57,front contact 58 of relay S wires 59 and 53, winding of relay S and common wire 15 back to battery QR Having once been energized by the pick-up circuit above traced, the stick relay S is subsequently maintained in its energized condition as long as relay J remains open. Each of the remaining stick relays S is pro vided with circuits similar to those just traced for relay S i a Means are also provided for supplying each section in each of the blocks of the stretch with alternating, train controlling current. For this purpose each such section is provided with two transformers one connected across the rails adjacent each end of t-he section and each designated by the reference character L with an appropriate dis tinguishing exponent; At points G and F thesecondaries 10 of the transformers L are connected in, series with the track batteries 4 on opposite sides of the insulated joints at these points and to distinguish between the two transformers which would other wise have the same reference character I have added subscripts to the reference characters for these transformers.

Referring particularly to transformer L the primary 11 of this transformer is at times supplied with alternating current from transformer U over .acircuit which may be traced from the right-hand terminal of secondary 5 of transformer UP, through impedance 7, rail 1 of section D-E, wires 65, 66 and 67, front contact 68 of relay J wire 69, back contact 70 of relay R wire 71, primary 11 of transformer L wires 72, 73, 74 and 75, rail 1 of section DE and back to secondary 5 of transformer U 'It will therefore be plain that when relay R is de-energized and when relay J is energized, primary 11 of transformer L is supplied with current from transformer U in parallel with relay K 'lransformers L L, L L, and L are each provided with a circuit similar to that just traced for transformer L and the control of these transformers will be apparent from an inspection of the drawing.

When relay J is energizedand relay R is also energized, current flows from secondary 5 of transformer U through rail 1 of section D-E, wires 65, G6 and 67, front contact 68 of relay J wire 69, front contact 70 of relay R wire 76, primary 14' of'transformer V wires 77, 73, 74 and 75, and rail 1 of section D-E back to secondary 5 of transformer U When this circuit is closed, therefore, alternating current is supplied to primary 14; of transformer V in parallel with relay K from transformer U.

The secondary 13 of transformer V is conllltl stantly connected with primary -11 of transformer L over a circuit which maybe traced from the right-hand terminal of sec; ondary 13 of transformer V through wire 7 8, primary 11 of transformer L and common wire 15 back to the left-hand terminal of secondary 13 of transformer V The circuits over which alternating current is supplied to transformers L L" and L are similar to the circuits just described forthe supply of alternating current; to transformer L and will be understood from the drawing.

As shown in the drawing, the stretch of track is unoccupied, so that all direct current track relays R- are energized and all line relays J are also energized, whereas all stick relays S .aretie-energized. Each of the repeater relays P is therefore energized and the primary circuit for each transformer U is interrupted. The supply of current to the rails of each of the reset sections is therefore interrupted and relays K are all de-energized The supply of alternating current to the rails of all sections, is there.- fore discontinued.

Before explaining the operation of the apparatus as a whole it should be pointed out that the trackway apparatus herein shown and described is suitable for co-operation with train carried governing means requiring the supply of alternating current to at least one of the track rails to prevent an automatic application of the hrakes. If the supply of such current is discontinued, an automatic brake application results unless the engineman takes proper steps to acknowledge the change in traffic conditions. If he does acknowledge, the train may proceed without incurring an application of the vbrakes. If alternating current is again supplied to the rails occupied by-the train and this current is subsequently discontinned, the engineman must again acknowledge to prevent an automatic application of the brakes. One form of train carried governing means suitable for co-o 'ieration with the trackway apparatus here disclosed is shown and described in Letters Patent of the United States, No. 1,492,719, issued May 6, 1924:, to Ronald A. McCann, for railway traffic controlling apparatus.

In apparatus ofthe type described, the train carried governing means is usually controlled by the alternating current in the trackway through the medium of an inductive receiver carried on the train in advance of the forward axle of the train.- lVith apparatus constructed in this manner it is necessary for the alternating train controlling current to fiolw through a track rail in advance of the train.

I will now proceed to explain the operation of the apparatus as an eastbound train moves through the stretch of. track shown in the drawing. As this train approaches point A it opens relay RA, andthis causes relay J to become de-energized. 'Relay J D is therefore de-e'nergized, and relay J is also de-energized. Relays P P and? are therefore de-energized, the circuit for each of these relays being open at a front contact of one of line relays J associated therewith. The primary 6'0f each transformer U is therefore supplied with alternating current so that current is supplied to the rails ofeach of the reset sections AB, DE and (ll-11. ,Relays K are therefore all energized. "With all relays K ener ized and relays P de-energized, each of the relays J J and J H is energized, one

branch for the circuit of each such relay being closed over a front contact of the associated relay K and a back contact of the corresponding relay P. Since relay 'J is de-energized no current is supplied to the primary 14 of transformer V and transformers V and V are also de energized.

Relay J is energized, however, and transformer V is also energized. Transformers V and V are also supplied with alternating current and current is therefore supplied to' primaries 11 of transformers L and L Each of the remaining transformers L is de-energized. d

When the eastbound train is in the section to the left of point A, so that relay R is de-energized, a circuit for the primary 11 of transformer L is closed at back contact of relay R Alternating current is there fore supplied to the rails of the section to the leftof point A so that the train receives alternating current from a point in advance of the'train and an automatic application of the brakes is prevented.

hen the train enters reset section A -B, relay K becomes. (ls-energized, thereby completing a pick-up circuit for relay S so that this relay closes its front contact 58. The dropping of relay K also interrupts the circuit for relay J so that this relay opens its front contact. The pickup circuit for relay S? is therefore opcnedat front contact 51 of relay J but relay S is now maintained in its energized condition over back contact 55 of relay J As the train pro ceedsthrough'section Alalternating current from transformer U4 flows from the right-hand terminal of secondary 5 of this transformer,- through impedance 7 to rail 1 ofsection AB, down this rail to the for- ;ward wheels and axles of the train and thence through rail 1 back to the left-hand terminal of secondary 5 of transformer U Current supplied over the path just traced torail 1 operates the train carried governing means through the receiving apparatus on the train to prevent an automatic application of the brakes. Y

When, the train enters section B'C,;relay R becomes dc-energized but in other relie spects the apparatus is unaffected. As has already been explained, primary 11 of transformer L is being supplied with alternating current from transformer V so that the train receives alternating current from transformer L as it proceeds through section BC. When the train enters section CD, relay R becomes tie-energized and current is then supplied to primary 11 of transformer IP over back Contact 80 of relay 'R Thetrain therefore receives alternating current from transformer L as it procoeds through section C'D and an automatic application. of the brakes on board the train is prevented. The operation of the apparatus as the train continues its progress through the remaining sections illustrated in the drawing will be understood without further explanation.

The operation of the apparatus when a westbound train proceeds through the stretch of track shown in the drawing is similar to the operation when the stretch is traversed by an eastbound train and will be readily understood by one skilled in the art. It should be noted, however, that when a westbound train occupies one of the reset sections, such as DE, current from the transformer U flows from the right-hand terminal of secondary 5 of this transformer, throughrail 1 of the section to the wheels and axles of a train and thence to rail l in advance of the train, back to the left-hand terminal of secondary 5 of transformer U The alternating current in rail 1 in advance of the train serves to actuate the train carried governing means through the medium of a receiver and an automatic application of the brakes is therefore prevented. "When the train occupies one of the sections comprising the blocks between adjacent reset sections it must be supplied with alternating current from one of the transformers L located adjacent the left-hand end of the section. The selection and control of the supply circuit for the transforn'iers L for accomplishing this result will be plain from the explanation of the operation for movements of eastbound traffic.

I will next assume that a westbound train occupies the stretch of track shown in the drawing, as for example the section to the right of point H. All opposing line relays in advance of this train, that is, line relays J J and J are tie-energized. I-will also assume that under these conditions an eastbound train proceeds through the stretch. The eastbound train will receive alternating current from transformer U as it proceeds through section AB, but since relay J E is open, the primary circuits for transformers V and L are open at front'contact 81 of relay J Neither section B-G nor CD is supplied with train controlling current in advance of the train, therefore, and when train moving in one direction, the engineman of a second train approaching from the other direction must acknowledge to prevent a brake application as such second train leaves each reset section.

It should also be'pointed' out; that if a train moving in either direction occupies one block, the supply of train controlling cur rent to the block in rear is interrupted. For example, I will assume that an eastbound train occupies section EF so that relay J is de-energized. Transformers L and L are'therefore de-energized and a following train will incur an application of the brakes at point B when theengineman acknowledges. When this following train enters section D.-E, current from transformer U actuates the train carried governing means so that when'the train leaves the resetsection the engineman must again acknowledge to prevent an application of the brakes.

Similarly, if the forward trainoccupies section F-G, relay J is still de-energized, and the following train will incur automatic applications at points B and E unless the engineman acknowledges. I p

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination with a. section ofrailway track. a relay having its terminals connected with one end of one rail and with the other end of the other rail, respectively and a source of energy having its terminals connected with the free ends of such rails, respectively.

2. In combination, two adjacent sections of railway track, a source of alternatingelectromotive force connected with opposite ends of the two rails of one section, and a transformer having its primary connected with the free ends of the rails of such one section, respectively, and having its secondary connected with the rails of the other section. I

3. In combination, two adjacent sections of railway track, a source of alternating electromotive force connected with the opposite ends of the two rails of one section, a transformer having its primary connected with the free ends of the rails of such one section, respectively, and means for supplying alternating current from the secondary of such transformer to the rails of the other section.

4:. In combination a stretch of railway track comprising a plurality of alternate blocks and reset sections, means controlled by traflic conditionsfor at times supplying current to the rails of each block, and means for at times connecting a source of current with one end of one rail and the opposite end of the other rail of each such reset section.

5. In combination; a stretch of railway track comprising a right-hand, a left-hand, and an intermediate section; two track cir cuits, one for the right-hand section and one for the lefthand section and each comprising a track relay, and the rails ofthe section in series; two line relays one controlled b each track relay, a repeater relay contro led by said two line relaysga nd means controlled by said rcpeater relayfor at times supplying current to the rails of the intermediate section in series in such manner that the current flows through both rails in the same direction.

6. In combination, a section of railway track, a source of energy having its terminals connected with one end of one rail and the opposite end of the other rail, respectively, a relay having its terminals connected with the free ends of such rails, and traffic governing means controlled by said relay.

7. In combination, a stretch of railway track divided into alternately disposed blocks and reset sections, a track relay for trolling current which a source of current by the track relay and repeater each block, a line relay for each block controlled by the associated'track relay and by the line relay for the block next in advance, and means controlled by each line relay for at times separately supplying train controlling current to the rails of the reset section and the block next in rear.

8. In combination, a. stretch of railway track divided into alternately disposed blocks and reset sections, a track relay for each block, a line relay for each blockcontrolled by the associated track relay and by the line relay for the block next in advance, a repeater relay for ranged to be de-energized when an adjacent line relay is open, and means controlled by each repeater relay for at times supplying the associated reset section with train conflows through the rails of the section in series in the same direction.

9. In combination, a stretch of railway track divided .into alternately disposed blocks and reset sections, a repeater relay for each section, a track relay having its each reset section ar-' terminals connected with one end of one rail and the other end of the other rail, respectively, of each reset section, means controlled by each repeater relay for supplying alternating train controlling current to the free ends of the rails of the associated section, a line relay for each block controlled by. the line relay for the block next in advance and relay for the reset section next in advance, and means controlled by each line relay for supplying alternating train controlling current to the rails of the block next in rear.

In testimony whereof I afiix my signature.

HOWARD A. THOMPSON. 

